View allAll Photos Tagged Payloader
PictionID:44809422 - Catalog:14_014264 - Title:Atlas Payload Component - Filename:14_014264.TIF - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Unusually formed of more locos than payload is 92041 "Vaughan Williams" seen passing Leyland working Fridays only 4M63 Mossend- Hams Hall. With only two or three containers on the back end it,s hard to imagine that D.B.Schenker can sustain a service with such poor loadings unless this is a "One Off"
VANDENBERG AIR FORCE BASE, Calif. – In the Astrotech payload processing facility on Vandenberg Air Force Base in California, a technician ensures the transportation canister containing NASA's Soil Moisture Active Passive, or SMAP, spacecraft is ready for its move to the launch pad.
SMAP will launch on a United Launch Alliance Delta II 7320 configuration vehicle featuring a United Launch Alliance first stage booster powered by an Aerojet Rocketdyne RS-27A main engine and three Alliant Techsystems, or ATK, strap-on solid rocket motors. Once on station in Earth orbit, SMAP will provide global measurements of soil moisture and its freeze/thaw state. These measurements will be used to enhance understanding of processes that link the water, energy and carbon cycles, and to extend the capabilities of weather and climate prediction models. SMAP data also will be used to quantify net carbon flux in boreal landscapes and to develop improved flood prediction and drought monitoring capabilities. Launch from Space Launch Complex 2 is targeted for Jan. 29. To learn more about SMAP, visit www.nasa.gov/smap. Photo credit: NASA/U.S. Air Force Photo Squadron
Proba-3’s Coronagraph spacecraft seen undergoing its ‘fit check’ with the launcher payload adapter that will link it to the Indian PSLV-XL launcher due to fly it into orbit on 4 December.
The satellite pair reached the Satish Dhawan Space Centre of the Indian Space Research Organisation, ISRO, early this month and underwent functional testing in the SP-1B facility, confirming they were unaffected by their journey from Europe.
Thanks to the hard work of the Proba-3 team they could then be transferred to the SP-2B facility for the next phase of preparations to start.
The Coronagraph was carefully lowered and mated on the adapter. The clampband holding the two together was then installed to ensure a perfect fit. The umbilical cables allowing the spacecraft to be monitored during fueling and launch were also put in place and tested to ensure they connected and, importantly, disconnected once the clampband was opened again and the satellite separated from the adapter.
The fit check, as the name suggests, confirms the spacecraft fits onto the adapter as designed – a routine but essential step for two items of hardware prepared on opposite sides of Earth before mission fuelling can begin. Proba-3’s second Occulter spacecraft will be stacked on top of the Coronagraph for flight.
Once in orbit, the the disk-bearing Occulter spacecraft will block out the fiery face of the Sun to form an artificial solar eclipse in space, allowing sustained observations of the faint solar corona, where space weather and the solar wind originates.
Follow the work of the Proba-3 team on our Credits: contains modified Copernicus Sentinel data (2023), processed by ESA, mission blog.
Credits: ESA-B. Simpson
Lodewijk van den Berg, a payload specialist who flew on STS-51-B/Challenger, is one of the more harder autographs to get.
I was lucky to get him through a friend via venue, at a function where he was the guest speaker (at an organization where his wife serves.)
However, that was before I decided to also get signed photos of space shuttle astronauts. I had a similar photo to this but sold it a while ago, and his signature on a 51B crew photo (which was nice, but completing that photo would have extremely difficult.) And van den Berg doesn't reply thru the mail (I sent him a photo but have yet to receive it back.)
I was fortunate enough to find this photo, which the seller said was obtained in-person in 1985. His employer, EG&G, made the card as can be determined by the wording on the reverse.
Van den Berg was an unlikely candidate to be an astronaut. There needed to be eight names submitted to NASA and between van den Berg and EG&G, they could come up with only seven.
Van den Berg added his name to the list of potential astronauts almost as an afterthought, given that he had poor eyesight and was 53 years old at the time. But after successfully completing a 452-part questionnaire and a grueling, three-day physical evaluation, van den Berg, a chemical engineer, became one of NASA’s primary candidates.
There were three selection rounds while trying to find the payload specialist. The first was a few questions about the nature of the mission; only things that the most qualified people would be able to answer correctly. Because of his extensive knowledge of the machine and the fact that this mission was proposed by van den Berg, this round was quite easy for him.
The second round was a physical training and mental challenge round where each candidate is tested to the ends of their abilities in strength, both intellectual and corporeal. Because of the other candidates’ heart problems combined with his own capabilities, van den Berg was in the final two.
NASA traditionally trains two astronauts for the same mission in case the first choice astronaut is unable to carry out the mission.
van den Berg was chosen as the first choice trainee and it was decided he would be the prime payload specialist for the Challenger mission. This came to a shock to van den Berg and his peers. He was one of the oldest rookie astronauts to date.
Jeffery Bantle, who served as flight director at NASA's Johnson Space Center for three of the six Hubble Space Telescope missions, accepts the Hubble 25th Anniversary Commendation on behalf of the Payload, Mission and Launch Operations Team from NASA Administrator Charles Bolden, Friday, April 24, 2015, at the Smithsonian National Air and Space Museum in Washington, DC.
Credit: NASA/Joel Kowsky
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
-----------------------------
hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
This is the original Spartan flight instrument carried into space five times in the Shuttle payload bay and deployed for the duration of each mission into a parallel orbit with Shuttle. The SPARTAN program was created by NASA in the 1980s to replace its suborbital sounding rocket program. The scientific payloads for SPARTAN therefore were of the same order as those formerly carried aloft by Aerobees and other sounding rockets. This retrievable system as presently instrumented houses an ultraviolet coronagraph from the Smithsonian Astrophysical Observatory and a white light coronagraph from the Goddard Space Flight Center. These devices use internal and external means of occulting the solar photosphere to reveal the structure of the sun's faint outer atmosphere. They and other similar instruments studied the solar corona on five separate occasions and played a part in numerous Shuttle exercises. This particular SPARTAN 2101 configuration was reassembled by Swales, Inc., under NASA contract, for display at the Hazy Center in 2003. They reintegrated both the Goddard and SAO coronagraph
Steven F. Udvar-Hazy Center
Smithsonian National Air and Space Museum
Chantilly, VA
PictionID:44808739 - Catalog:14_014208 - Title:Atlas Payload Component - Filename:14_014208.TIF - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
KENNEDY SPACE CENTER, Fla. - In the Payload Hazardous Servicing Facility resides one of the Mars Exploration Rovers, MER-2. MER-1 and MER-2, their aeroshells and landers will undergo a full mission simulation before being integrated. After spin balance testing, each spacecraft will be mated to a solid propellant upper stage booster that will propel the spacecraft out of Earth orbit. Approximately 10 days before launch they will be transported to the launch pad for mating with their respective Boeing Delta II rockets. The rovers will serve as robotic geologists to seek answers about the evolution of Mars, particularly for a history of water. The rovers are identical to each other, but will land at different regions of Mars. Launch of the first rover is scheduled for May 30 from Cape Canaveral Air Force Station. The second will follow June 25. Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum
VANDENBERG AIR FORCE BASE, Calif. – In the Astrotech payload processing facility on Vandenberg Air Force Base in California, technicians monitor the transportation canister containing NASA's Soil Moisture Active Passive, or SMAP, spacecraft as it is lowered onto a transporter for its move to the launch pad.
SMAP will launch on a United Launch Alliance Delta II 7320 configuration vehicle featuring a United Launch Alliance first stage booster powered by an Aerojet Rocketdyne RS-27A main engine and three Alliant Techsystems, or ATK, strap-on solid rocket motors. Once on station in Earth orbit, SMAP will provide global measurements of soil moisture and its freeze/thaw state. These measurements will be used to enhance understanding of processes that link the water, energy and carbon cycles, and to extend the capabilities of weather and climate prediction models. SMAP data also will be used to quantify net carbon flux in boreal landscapes and to develop improved flood prediction and drought monitoring capabilities. Launch from Space Launch Complex 2 is targeted for Jan. 29. To learn more about SMAP, visit www.nasa.gov/smap. Photo credit: NASA/U.S. Air Force Photo Squadron
The open doors of the payload bay on Space Shuttle Discovery await the transfer of four of the payloads on mission STS-95: the SPACEHAB single module, Spartan, the Hubble Space Telescope Orbiting Systems Test Platform (HOST), and the International Extreme Ultraviolet Hitchhiker (IEH-3). At the top of bay are the airlock (used for depressurization and repressurization during extravehicular activity and transfer to Mir) and the tunnel adapter (enables the flight crew members to transfer from the pressurized middeck crew compartment to Spacelab's pressurized shirt-sleeve environment). SPACEHAB involves experiments on space flight and the aging process. Spartan is a solar physics spacecraft designed to perform remote sensing of the hot outer layers of the sun's atmosphere or corona. HOST carries four experiments to validate components planned for installation during the third Hubble Space Telescope servicing mission and to evaluate new technologies in an Earth-orbiting environment. IEH-3 comprises several experiments that will study the Jovian planetary system, hot stars, planetary and reflection nebulae, other stellar objects and their environments through remote observation of EUV/FUV emissions; study spacecraft interactions, Shuttle glow, thruster firings, and contamination; and measure the solar constant and identify variations in the value during a solar cycle. Discovery is scheduled to launch on Oct. 29, 1998. Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
-----------------------------
hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
PictionID:44804908 - Catalog:14_013885 - Title:Atlas Payload Component - Filename:14_013885.TIF - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
PictionID:53758143 - Catalog:14_031667 - Title:Atlas Centaur 6 Details: Surveyor SD-2 Mating to AC-6 at Cape Date: 08/02/1965 - Filename:14_031667.tif - Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Liftoff!!
At 10:59pm (ET) Friday, February 17, 2023, #SpaceX launched its second rocket that day, this one sending the
@InmarsatGlobal
I-6 F2 payload to space from Cape Canaveral Space Force Station, seen in space laser form.
This is a 46-second exposure shot through an ND filter to reduce the light from the rocket.
(📷: me /
@WeReportSpace
)
The payload fairing containing NOAA's Geostationary Operational Environmental Satellite-S (GOES-S), secured on a transporter, passes by the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, on its way to the United Launch Alliance (ULA) Vertical Integration Facility at Space Launch Complex 41 at Cape Canaveral Air Force Station in Florida.
The fairing-encapsulated GOES-S spacecraft was mated with the launch vehicle on February 16, 2018.
GOES-S is slated for launch on March 1.
Additional Launch Info: goo.gl/RMBbHU
Photo credit: NASA/Glenn Benson
PictionID:53757947 - Catalog:14_031651 - Title:Atlas 5001 Details: O.A.O. Nose Fairing; Crating for Shipment Date: 05/25/1965 - Filename:14_031651.tif - Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
VANDENBERG AIR FORCE BASE, Calif. – In the Astrotech payload processing facility on Vandenberg Air Force Base in California, technicians check the alignment of NASA's Soil Moisture Active Passive, or SMAP, spacecraft, onto a transporter for its move to the launch pad. The spacecraft is being prepared for its move to the launch pad.
SMAP will launch on a United Launch Alliance Delta II 7320 configuration vehicle featuring a United Launch Alliance first stage booster powered by an Aerojet Rocketdyne RS-27A main engine and three Alliant Techsystems, or ATK, strap-on solid rocket motors. Once on station in Earth orbit, SMAP will provide global measurements of soil moisture and its freeze/thaw state. These measurements will be used to enhance understanding of processes that link the water, energy and carbon cycles, and to extend the capabilities of weather and climate prediction models. SMAP data also will be used to quantify net carbon flux in boreal landscapes and to develop improved flood prediction and drought monitoring capabilities. Launch from Space Launch Complex 2 is targeted for Jan. 29. To learn more about SMAP, visit www.nasa.gov/smap. Photo credit: NASA/U.S. Air Force Photo Squadron
MISAWA AIR BASE, Japan (Mar. 18, 2014) - Japan Air Self-Defense Force Lt. Gen. Tetsuo Morimoto, Northern Air Defense Force commander examines a cluster bomb with Col. Stephan Williams, 35th Fighter Wing commander, in Hangar 911. Williams was able to explain the payload capabilities of the F-16 Fighting Falcon to Morimoto, through NADF interpreter, Kumiko Kudo. (U.S. Air Force photo/Staff Sgt. Tong Duong)
1403-18-F-LL392-004
** Interested in following U.S. Pacific Command? Engage and connect with us at www.facebook.com/pacific.command and twitter.com/PacificCommand and www.pacom.mil/
Two members of the BARREL team prepared a balloon payload on their first day in Sweden. The team arrived at Esrange Space Center on Aug. 3, 2015, and immediately set to work making preparations for their first launch attempt on Aug. 7. However, rain and clouds delayed the first launch until Aug. 10. ..The NASA-funded BARREL – which stands for Balloon Array for Radiation-belt Relativistic Electron Losses – measures electrons in the atmosphere near the poles. Such electrons rain down into the atmosphere from two giant radiation belts surrounding Earth, called the Van Allen belts. For its third campaign, BARREL is launching six balloons from the Esrange Space Center in Kiruna, Sweden. BARREL is led by Dartmouth College in Hanover, New Hampshire...Credit: NASA/Dartmouth/Alexa Halford ..NASA image use policy...NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission...Follow us on Twitter..Like us on Facebook..Find us on Instagram
I think I had this photo printed out because at the time, two of the payload specialists were working in Boston, and I figured I could get them easily enough.
These are the mission and prime and alternate payload specialists for STS-73, which carried the second United States Microgravity Laboratory Spacelab mission in late 1995.
From left to right: Kathryn C. Thornton. This was her fourth flight. She left NASA to join the faculty of the University of Virginia in 1996.
Thornton was on my bucket list of astronauts I had seen but not gotten an autograph from. She signed this and my Space Shuttle: 20 Years book at the Welcome Discovery event in April 2012. We had begun to walk away from the "cattle chute" of astronauts when my wife spotted Thornton, calling out, "Look, there's a lady astronaut!" It was fortunate, because we had spotted Thornton earlier but didn't get her autograph. Smithsonian Air and Space, Udvar-Hazy.
Albert Sacco Jr. STS-73 was his only flight. I had contacted a few astronauts in Boston one day and Sacco responded he wasn't sure what his schedule was. Yet he was the only one in his office, at Northeastern University, which was really lucky because the following month he left for his new job in Texas. Signed either 8 or 14 December 2010.
R. Glynn Holt, alternate PS - tried twice to catch him in his office at Boston U., both times unsuccessful.
David H. Matthiesen, alternate PS - professor at Case Western U in Ohio. That'll be a road trip!
Fred W. Leslie - STS-73 was Leslie's only spaceflight.
Catherine G. "Cady" Coleman - This was his first flight of three. I caught her at the STS-134 crew presentation at Johns Hopkins University in Baltimore in August 2011. (She was part of the Expedition 33 and 34 crews, during which STS-134 visited.) Coleman was being asked to have a photo taken with her, so I quickly handed her this picture and told her, "I'm glad you got your third flight." She went back to her picture but not before telling me, "I'm glad, too."
PictionID:55951405 - Catalog:14_038168.tif - Title:Atlas Centaur Testing Details: Centaur Nose Cone Jettison; Positioning with Engineer Date: 01/05/1961 - Filename:14_038168.tif - ---- Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
The Intelligent Payload Experiment (IPEX) developed by the Jet Propulsion Laboratory in Pasadena, California, is a mission to validate various Intelligent Payload Module (IPM) technologies including autonomous onboard instrument processing, downlink operations, and automated ground operations. IPM capability is currently baselined for the proposed HyspIRI Decadal Survey mission that will study the world’s ecosystems. Launched by NASA’s CubeSat Launch Initiative on the ELaNa II mission as an auxiliary payload aboard the NROL-39 Mission on Dec. 6, 2013. Photo credit: Jet Propulsion Laboratory
(20171120; Paris Observatory - Meudon, France) Lester David (foreground) is working on the integration of the payload. © Lesia / Observatoire de Paris - PSL.
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
-----------------------------
hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
175 Pelham St, Methuen, MA 01844
Sales: (978) 651-1854
Hi, I'm Amber with the Dan O'Brien Auto Group and today we're going to go over the standard features on the 2020 Ram 1500 Rebel.
From creature comfort to rugged utility . The standard features on this Ram 1500 Rebel Crew Cab 4x4 set it apart from the competition.
Starting with the exterior, this flame red Rebel has a distinct look and style of its own. The Sport Performance Hood, Black; Grille, front bumper, tow hooks and fender flares.. make it stand out from the pack.
The LED headlamps, fog lamps & tail lamps - bring brilliant visibility to the trail while adding to the bold look of the 2020 Ram 1500 Rebel.
18-inch black painted and polished aluminum wheels with 33-inch Goodyear Wrangler Du-raTrac® all-terrain tires take you everywhere from paved streets to rocky trails.
With Standard Front Suspension and Transfer Case Skid Plates, this Rebel 4 by 4 is ready to take you off road.
Inside you’ll find the latest in technology and safety. Push Button Start, Integrated Voice Command with Bluetooth.
Parkview Rear Backup camera, with the ability to zoom-in, very helpful when hooking up a trailer.
Tilt & Telescope Steering wheel with accent stitch, 8-way power driver seat, with oversized center console storage.
Heavy duty off-road truck rubber floor mats and in-floor storage bins, Rear power sliding window, as well as 12 and 115 Volt aux power outlets, are among the standard features.
When it comes to Towing and Payloads this Ram 1500 Rebel Crew Cab has what you need, and much more.
With its Class IV Tow Receiver Hitch, this Rebel has a towing capacity of up to 12,750 pounds, so you have the ability to tow what you need where you need it.. and with the included Trailer Sway Control and trailer braking, you can safely handle these kind of loads.
The vehicle come prewired with a 7 Pin Wiring Harness - ready for plug and play!
In addition this Rebel has a 1530 pound Maximum Payload, with convenient 4 way adjustable cargo tie downs and an ingenious Deployed Bed-Step for easy bed access in this tall beast!
If you're looking to get the best price that you can on the Ram 1500 Rebel come on down and ask for me April you can come right here to Dan O'Brien Jeep, Chrysler, Dodge, Ram of Methuen. We're located at 175 Pelham Street in Methuen, Mass.
I'm under the weather don't want to shoot in the cold 'til this cough gets better. So... time to go back to the archives.
The day Brian Kushner & I were almost hit. Shooting at the boat launch area, just a bit over a year ago (11/25/2013). Brian grabbed a super shot of the pickup, but ducked when the eagle buzzed us. I didn't know any better and kept shooting. This juvie came within a few feet of us.
KENNEDY SPACE CENTER, FLA. - STS-107 Payload Commander Michael Anderson smiles as he undergoes suit check prior to Terminal Countdown Demonstration Test activities, which include a simulated launch countdown at the pad. STS-107 is a mission devoted to research and will include more than 80 experiments that will study Earth and space science, advanced technology development, and astronaut health and safety. Launch is planned for Jan. 16, 2003, between 10 a.m. and 2 p.m. EST aboard Space Shuttle Columbia. . Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
-----------------------------
hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
PictionID:55779022 - Catalog:GD/Astronautics Testing Details: Nose Cone Jettison Test; Post Test Date: 08/11/1961 - Title:Array - Filename:14_037954.tif - ---- Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
PictionID:42925166 - Title:Project FIRE Details: Project FIRE Pad 12; FIRE Payload from Top of Gantry Date: 09/30/1963 - Catalog:14_003023 - Filename:14_003023.TIF - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
A Scout-D orbital rocket with cutaway sections showing the motor in the fourth stage and the payload in the payload nosecone.
The Scout was a class of rocket developed jointly by NASA and the U.S. Air Force to get small satellites into orbit. Scout is actually an acronym; it stands for "Solid Controlled Orbital Utility Test system". Because NASA wanted to get satellites into orbit immediately, the first Scourt rocket used off-the-shelf hardware. It was designed in 1957 at the Langley space center. Because solid fuel was easier to deal with, each stage of the Scout was a solid fuel rocket. There were four stages. The "Algol" first stage used an Aerojet General motor previously used in the Polaris missile. The "Castor" second stage was developed using the U.S. Army's Sergeant surface-to-surface missile, and used a Thiokol motor. The "Antares" third stage used an Allegany Ballistics Laboratory motor originally used in a Vanguard rocket. The "Altair" fourth stage also used an Allegany Ballistics motor.
The rocket's guidance system was gyroscopically based, and and used four fins on the first stage for stability in the atmosphere.
The Scout D was first built in 1972. It used an Algol III rocket motor, which greatly improved performance and thrust.
The Scout-D and the Scout G (another version with upgraded rocket motors) flew until the Scout program ended in 1994.
In the Payload Hazardous Servicing Facility, STS-103 Mission Specialist Steven L. Smith (right) and other members of the crew look over new Multi-Layer Insulation (MLI) intended for the Hubble Space Telescope. The seven-member crew, taking part in a Crew Equipment Interface Test, are Commander Curtis L. Brown Jr., Pilot Scott J. Kelly, and Mission Specialists Smith, C. Michael Foale (Ph.D.), John M. Grunsfeld (Ph.D.), Claude Nicollier of Switzerland, and Jean-Frangois Clervoy of France. Nicollier and Clervoy are with the European Space Agency. Mission STS-103 is a "call-up" due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will not only replace gyroscopes, it will also replace a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with the MLI. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode. The scheduled launch date in October is under review. Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum
8th Gen Mach 8-10 Hypersonic Fighter Plane (F22 Rapotor Size Comparison) - Silver Hawk - IO Aircraft
Just doing a scaling comparison because a few people asked. 1:1 vs an F22. Even smaller, still MUCH longer range and also greater payload capabilities.
Mach 8-10 8th Gen Super Fighter, details omitted, uses about the same aero/thermo-dynamics as Ranger. But its a lot bigger, not VTOL, and meant for manned or unmanned. It is not a graphics illustration. ANYS, Openfoam, Combined Cycle propulsion systems, etc etc. heavily sanitized so it cant be reverse engineered. --> www.ioaircraft.com/
www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Secured on a transporter, the payload fairing containing NOAA's Geostationary Operational Environmental Satellite-S (GOES-S) departs the Astrotech Space Operations facility in Titusville, Florida. GOES-S will be transported to the United Launch Alliance (ULA) Vertical Integration Facility at Space Launch Complex 41 at Cape Canaveral Air Force Station in Florida.
The fairing-encapsulated GOES-S spacecraft was mated with the launch vehicle on February 16, 2018.
GOES-S is slated for launch on March 1.
Additional Launch Info: goo.gl/RMBbHU
Photo credit: NASA/Glenn Benson
56032 has discharged its payload of Fly-Ash at the Fletton disposal point, and now awaits a path back to either West Burton or Ratcliffe power stations - 14th June 1978.
How many shots has that wretched lamp post spoiled!
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Paul Townsend
United Launch Alliance (ULA) hoists the Amazon Leo mission payload atop the Atlas V rocket in the Vertical Integration Facility adjacent to Space Launch Complex-41 at Cape Canaveral Space Force Station. The Atlas V will launch the Leo 7 mission for Amazon's broadband satellite constellation. Photo credit: United Launch Alliance
FPT University of Vietnam's payload deployed (middle) on October 4th, 5 small via the JAXA system. NanoRacks is pleased to help stimulate commercial use of ISS as a small satellite deployment platform. Read more nanoracks.com/products/smallsat-deployment/
Presentations on the ExoMars payload by Daniil Rodionov (ACS, FREND) IKI Moscow, Manish Patel (NOMAD) Uni Padua, and Gabriele Cremonese, Co-PI for CASSIS, Astronomical Observatory, Padua. Images credit: ESA/R. Palmari
In the payload bay of the orbiter Discovery, STS-103 Mission Specialists John M. Grunsfeld (Ph.D.), left, and Claude Nicollier of Switzerland, right, are briefed on part of the equipment they will use on their mission by a worker from Johnson Space Center, center. The mission involves the repair and upgrade of the Hubble Space Telescope. The crew, who are at KSC to take part in a Crew Equipment Interface Test, also includes Commander Curtis L. Brown Jr., Pilot Scott J. Kelly, and Mission Specialists Steven L. Smith, C. Michael Foale (Ph.D.), and Jean-Fran˝ois Clervoy of France. Nicollier and Clervoy are with the European Space Agency. Mission STS-103 is a "call-up" due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS- 103 crew will not only replace gyroscopes, it will also replace a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode. The scheduled launch date in October is under review. Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum
payload mating yesterday went well, rocket is now "topped off". Today it's time to strap on the boosters!
United Launch Alliance (ULA) hoists the Amazon Leo mission payload atop the Atlas V rocket in the Vertical Integration Facility adjacent to Space Launch Complex-41 at Cape Canaveral Space Force Station. The Atlas V will launch the Leo 5 mission for Amazon's broadband satellite constellation. Photo credit: United Launch Alliance